Synchronized control for reversible propellers and variable-incidence stabilizers



Apnl 14, 1925. 1,533,323 E. G. M CAULEY SYNCHRONIZED CONTROL FOR REVERSIBLE PROPELLERS AND VARIABLE INCIDENCE STABILIZERS Filed April 10, 1922 2 Sheets-Sheet l Aprifi 14, 1925. 1,533,323

SYNCHRONIZED CONTROL FOR REVERSIBLE PROPELLERS AND VARIABLE E.G.M CAULEY INCIDENCE STABILI ZERS Filed April 10 1922 2 Sheets-Sheet 2 5 gmwm 5 7% WM 61mm,

Patented Apr. 14, 1925.

UNITED STATES PATENT OFFICE.

ERNES G. MccAULEY, or DAYTON, OHIO'.

Application filed April 10, 1922. Serial No. 551,198.

To all whom it may concern:

Be it known that I, ERNEST G. MCGAULEY,

a citizen of the United States of America, residing at Dayton, in the county of Montgomery and State of Ohio, have invented certain new and useful Improvements in Synchronized Controls for Reversible Propellers and Variable-Incidence Stabilizers, of which the following is a specification.

, The object of this invention is to provide a means for operating an adjustable stabilizer in relation to the operation of. a reversible propeller.

A further object is to connect up the propeller controls and stabilizer controls by such means that will allow the propeller controls to be operated independently of the stabilizer controls, likewise allowing the stabilizer controls to be operated independently of the propeller controls, and further to allow both the propeller controls and the stabilizer controls to be operated together, simultaneously with each other, all of this being possible at the will of the pilot.

From past-experiences it has been found that under the present conditions it is not practical to reversea propeller while the plane is in the air, and more particularly when within one hundred or two hundred feet from the ground; as in doing so a backlikewise be of advantage when making landings on vessels and the like. Vhen operating the'propeller control mechanism so as to cause the propeller to become fully reversed in the air, the stabilizer is caused to tilt at a negatlve incldence, whlch should be sufficient 1n counteracting the turning movement to cause the air to strike the upper surface.

ofthe stabilizer, therebyliolcling the tail surface down and be of assistance in pre venting a nose dive effect on the plane.

The reason for providing the stabilizer controls to be operated independently of the propeller controls when found necessary by the pilot, is to be able to adjust the stabilizer for balance when the plane is in normal The reason for providing the propeller controls to be operated independently of the stabilizer controls, is that after a plane has made a landing it would then only be necessary to reverse the propeller and bring the plane to a stop without having to operate the stabilizer controls.

The propeller and stabilizer controls are operated simultaneously together practically only when the propeller is reversed in the air, and this is done for the purpose of lowering the angle of incidence of the stabilizer to prevent the tail surface from rising and throwing the plane into a nose dive.

\Vith the foregoing and other objects in view whichshall appear as the description proceeds the invention consists in the accompanying drawings:

Figure 1 is a diagrammatic view in side elevation of the system of sprockets and chains for effecting the reversing of the propeller and the adjusting of the stabilizer.

Figure 2 is a vertical section through the mechanism for controlling the reversing of the propeller.

Figure 3 is a vertical section through the mechanism for controlling the adjusting of the stabilizer.

Figure 4 is a section taken along line A-A otFigure 8, showing the clutch' mechanism in detail. I

Figure 5 is a front elevation of the mechanism as'shown in Figure 2.

Referring more particularly to the disclosure in Figure 1, there is provided a reversible propeller 1 and an adjustable stabilizer 2. Mounted on a common shaft 36 are sprockets 3 and 4. Mounted on a common shaft 19 are sprockets 5 and 6. The stabilizer 2 is pivoted to the empennage construction at 16 and is hingedly connected at 12 to the internally screw-threaded collar 13 which receives a screw threaded shaft 11 rotatably mounted .between the bracket members 10, A second collar 15 is fitted on the bolt 11 and is integral with the sprocket 14. An endless chain 8 extends be-' tween the sprockets 3 and 7,a chain 8" between the sprockets 4 and 5, and a chain 9 between the sprockets 6 and 14. A rotation of the sprocket 7 operates the propeller reversing mechanism (not shown in detail). A rotation of the sprocket 14 causes the rotation of the loosely mounted shaft 11 and the consequent movement of the collar 13 upwardly or downwardly according to the direction of rotation of the sprocket 14. The stabilizer 2 is thus movedfrom normal flying position about a pivot 16 to the position shown in dotted lines, or vice versa.

When it is desired to merely operate the propeller reversing mechanism, the sprocket 3 is actuated, the chain 8 transferring this movement to the sprocket 7. When it is desired .to merely operate the stabilizer adjusting mechanism the sprocket 6 is actuated, the chain 9 transferring this movement to the sprocket 14. .VVhen it is desired to operate the propeller reversing mechanism and the stabilizer adjusting mechanism simultaneously and in synchronism with each other, the sprocket 4 is actuated, causing the sprocket 3 to be actuated by reason of a common mounting, the sprocket 3 in'turn, rotates ,the sprocket 7. Simultaneously, the rotation of the sprocket 4 through the medium of the chain 8 rotates the sprocket 5. By reason of being mounted on a common shaft with the sprocket 5, the sprocket 6 also rotates and by means of the chain 9 imparts a rotary motion to thesprocket 14.

Referring more particularly to Figure 3, there is provided a common rotatable shaft 19 to receive the sprockets 5 and 6; Shaft 19 is provided with a housing and is mounted on a portion of the fuselage frame work 29 by suitable fastening means 30.

Annular bearing members 21 are arranged about the'shaft 19. The control mechanism consists of a hand wheel or the like 18, rotatably mounted on the shaft 19, and pro- "vided with a plate 27 provided with clutch releasing lugs 22 and fixed to the hub of saidhand wheel 18 by screws 28. The

. sprocket 5 has an integral annular bearing member 31 mounted on the shaft 19 and free to rotate thereon. On the other face of the sprocket 5 there is provided an integral cupshaped flange 17 extending inside of the flange 47 of the plate 27. A cam 23 is keyed .by means of the key 28 to the shaft 19 and 25, 25, 25 are inserted between the circular flange 17 and the cam 23, the rollers 25 and 25 being placed in one'unrestricted space and the rollers 25 and 25 being placed in the other unrestrictedspace. A bearing container 46 is adapted to receive the spring 26 for the purpose of forcing the rollers 25 and 25 in opposite directions against their seats and also 25 and 25 against their respective seats. When the sprocket 5 is rotated in clockwise direction,'the roller bearings 25 and 25 will bind between the cup flange 17 and the cam 23. This causes the rotation of the cup flange 17 and consequently therotation of the shaft 19', and sprocket 6. While the roller bearings 25 and 25 impinge upon the inner surface of the cup flange 17 by reason of being forced thereagainst by the camming action .of cam 23, the roller bearings 25 and 25 will be inoperative and Upon a counter-clockwise rotation of the sprocket 5 the reverse is true; the roller bearings 25 and 25 becoming inoperative and merely following, while the roller bearings 25 and 25 operate to cause the rotation of the shaft 19 in the corresponding direction as will be understood. 7 I

, When operation of shaft 19 is desired by hand wheel 18, the lugs 22 on plate 27 which is a unit with hand wheel 18 cause rollers 25 and 25 to be disengaged between cup flange 17 and cam 23 and further rotation of hand wheel 18 causes lugs 22 to engage the edge segmental slot 24 thereby causing flange 23 which is a unit with cam 23 to revolve in same direction as hand wheel. Since the cam 23 is keyed to shaft 19 bykey 28 the shaft 19 will then revolve in the same direction as the handwheel. By reversing the direction of handwheel it will likewise release clutch and cause shaft to revolve in opposite direction.

By this; construction there is provided a simple andefi'ective automatic clutch mechanism. .YVhen the stabilizer control is operated simultaneously with the propeller control, it is driven by the sprocket 5 from shaft 19 to rotate by means of the automatic clutch mechanism described, thereby rotating the sprocket 6, which in turn drives the stabilizer control chain 9 to the stabilizer 2 through the sprocket 14 and the screw shaft arrangement as described.

\Vhen the stabilizer is to be operated independently of the propeller controls, the handwheel 18 on the stabilizer control mechanism is rotated. This releases the automatic clutch mechanism andcauses sprocket to remain stationary while the drive shaft 19 rotates with the handwheel 18 causing sprocket 6 to rotate which in turn operates the stabilizer control mechanism.

As shown more clearly in Figures 2 and '5, a second hand wheel or the like is provided for the purpose of operating the propeller reversing mechanism either alone or simultaneously together with the stabilizer adjusting mechanism in accordance with the reversing operation of the propeller. A shaft 36 is provided with suitable bearing members 44 and a housing 43 therefor fixed by fastening means 3Q to the fuselage construction 29. A handwheel or lever has a right angle extension 38 with a plate 41 extending over the edges thereof. A handle grip 39 is loosely mounted on the lever 38, said grip 39 having a recess 42 to receive a compression coil spring 40. A sliding pin 33 is integral with spindle 34 which is attached to the grip and plate by riveting over at 49. The sliding pin 33 normally engages the lug 32 on the sprocket 4. As the grip 39 is pulled'outwardly against the action of the spring 40, the pin 33 is disen-' gaged from the lug 32.

\Vhen it is desired to operate the propeller reversing mechanism, the grip 39 ispulled outwardly and the lever 35 being splined to shaft 36 causes shaft 36 to rotate. This causes the sprocket 3 which is keyed to shaft 36 to rotate and consequently by means of the chain 8 rotates the sprocket 7, which operates a suitable well known type of mechanism for reversing the propeller.

When it is desired to accomplish the reversing of the propeller and the adjusting of the stabilizer simultaneously, the operator grips the grip 39 with the pin 33 in normal engaged position with the sprocket lug 32, and rotates the lever 35., This causes both sprockets 3 and 4 to rotate, the sprocket 3 accomplishing the same result as above described, while the sprocket 4 (being loosely mounted on the shaft but engaged by a sliding pin 33) by means of the chai1r8 causing the sprocket 5 to rotate and drive thesprocket 6. Sprocket 6 in turn, by means of the chain 9 rotates the sprocket 14 whichin turn, rotates the screw shaft 11 and causes collar 13 to descend thereupon, and thus oscillate the stabilizer 2 about its pivot 16 until it assumes a position similar to that shown in dotted lines in Figure 1. This causes the angle of incidence of the stabilizer to be lowered and thus obviates corporate in the present invention the novel 1 and essential feature of synchronizing the propeller reversing mechanism with the en-, gine throttle in such a manner that the throttle will be cut off while the propeller passes through neutral during the reversing operation in order to prevent racing of the engine during this phase.

The throttle lever is shown at 45. 54 represents the driving gear while 53 and 5'2 are idler gears. The roller 37 is adapted to ride against the irregular contour of the operating cam 51. Tension spring 46 is adapted to bring the throttle back to open position upon the completed reversing operation of the propeller. As this synchronizing feature is the main embodiment of the invention described in my co-pending application, Ser. No. 497,056, it is deemed unnecessary to set forth the specified details of construction in this connection in the present specification, as they coincide with that described in the aforesaid co-pending application.

lVith reference to the foregoing illustration and/description, it will be seen that I have provided a simple mechanism operable at the will of the pilot. while in flight for reversing a propeller, adjusting a stabilizer, or accomplishing the two operations either independently alone or simultaneously together; and furthermore for synchronizing the engine throttle during such reversing operation such mechanism consists of easily operable control levers or the like, accessible for use by and at the will of the pilot.

Having thus described my invention, I claim:

1. In an aircraft having a tractor reversible propeller and an adjustable stabilizer, means operable at the will of the pilot for simultaneously reversing said propeller and adjusting said stabilizer.

2. In an aircraft havinga reversible propeller and an adjustable stabilizer in the slipstream thereof, means operable atthe will of the pilot for simultaneously revels ing said propeller and adjusting said stabilizer, and means for controlling the propeller reversing mechanism independently of the stabilizer control mechanism.

3. In an aircraft having a reversible propeller and an adjustable stabilizer, means operable at the will of the pilot for simultaneously reversing said propeller and adjusting said stabilizer, and means for controlling the adjustment of the stabilizer independently of the propeller reversing control mechanism.

peller' and an adjustable stabilizer, means operable at the will of the pilot for simultaneously reversing said propeller and adjusting said stabilizer, said means consisting in a plurality of sprockets mounted on a common shaft, one of said sprockets being loosely mounted thereon and the other rigidly mounted thereon, a chain extending from said rigidly mounted sprocket to said propeller reversing mechanism, and a chain extending from said loosely mounted sprocket to a stabilizer adjustment control mechanism.

5. In an aircraft having a reversible propeller and an adjustable stabilizer, means operable at the will of the pilot for simultaneously reversing said propeller and adjusting said stabilizer, said means consisting in aplurality of sprockets, mounted on a common shaft, one of said sprockets being mounted loosely thereon, and the other rigidly mounted thereon, a chain extending from said rigidly mounted sprocket to said propeller reversing mechanism, and a chain extending from said loosely mounted sprocket to a stabilizer adjustment control mechanism, said stabilizer adjustment control mechanism consisting in a plurality of sprockets mounted on a common shaft, one of said sprockets being mounted loosely and the other rigidly mounted on said shaft, a handwheel or'the like for operating said rigidly mounted shaft, automatic clutch mechanism between said handwheel and said loosely mounted sprocket for permitting either the shaft to be operated independently for the purpose of controlling the adjustment of said'stabilizer, or to allow said loosely mounted sprocket to drive said rig.- idly mounted shaft through said automatic clutch for the purpose of simultaneously reversing said propeller and adjusting said stabilizer, and a chain extending from said last named rigidly mounted sprocket to transmit the motion therefrom to the sta bilizer adjusting mechanism. 4

peller and an adjustable stabilizer, means for simultaneously reversing the propeller,

lowering the angle of incidence of said stabilizer, and synchronizing the engine throttle with relation to said propeller reversing operation.

8. In an alrcraft, having a reversible pro- 7 peller and a stabilizer, means operable at the will of the pilot while in flight, by the actuatlon of a single handwheel or ,the like, for controlling the reversing of the propelmesses ler, lowering the angle of incidence of the stabilizer, and synchronizing the throttle of said aircraft, with relation to the propeller reversing operation.

9. In an aircraft having an internal combustion engine, a reversible propeller, and an adjustable stabilizer, the combination with a throttle lever, and devices for changing the angularity of the propeller blades and varying the angle of incidence of said stabilizer, of mechanism for controlling the movements of the throttle valve in accordance with the angular position of the propeller blades including compensating devices for permitting manual actuation of said devices independently of said mechanism.

10. In an aircraft having an internal combustion engine, a reversible propeller, and an adjustable stabilizer, the combination with a throttle lever, and devices for changing the angularity of the propeller blades and varying the angle of incidence of said stabilizer, of mechanism for controlling the movements of the throttle valve in accordance with the angular position of the propeller blades including compensating devices for permitting manual actuation of said devices independently of said mechanism, said stabilizer adjustment control mechanism consisting in a plurality of sprockets mounted on a common shaft, one of said sprockets being mounted loosely and the other rigidly mounted on said shaft, a handwheel or the like for operating said rigidly mounted shaft, automatic clutch mechanism between said handwheel and said loosely mounted sprocket for permitting either the shaft to be operated independently for the purpose of ,controlling the adjustment of said stabilizer, or to allow said loosely mounted sprocket to drive said rigidly mounted shaft through said automatic clutch for the purpose of simultaneously reversing said propeller and adjusting said stabilizer, and a chain extending from said last named rigidly mounted sprocket to transmit the motion therefrom to the stabilizer adjusting mechanism.

11. In an aircraft having a reversible pro peller and an adjustable stablizer, means operable at the will of the pilot for simultaneously reversing said propeller and adjusting said stabilizer, and, meansfor controlling the propeller reversing mechanism independently of the stabilizer control 120 mechanism, and means for controlling the movements of the throttle valve of the engine of said aircraft in accordance with the angular position of the propeller blades including compensating devices for permitting manual actuation of said means indcpendently of said mechanism.

12. In anaircraft having a reversible propeller and an adjustable stabilizer, means opei'able at the will of the pilot for simultaneously reversing said propeller and adwith the angular position of the propeller justing said stabilizer, andmeans for conblades including compensating devices for trolling the adjustment of the stabilizer permitting manual actuation of said means 10 independently of the propeller reversing independently of said mechanism.

5 control mechanism, and means for control- In testimony whereof I have aflixed my ling the movements of the throttle valve of signature. the engine of said aircraft in accordance ERNEST G. MGCAULEY. 

